SCHEDULES
Article 70(2)
SCHEDULE 2U.K.Fuel use monitoring methods
IntroductionU.K.
1.—(1) The procedures specified in this Schedule are concerned with the monitoring of fuel use by aeroplane operators. The methods proposed are representative of the most accurate established practices.
(2) Any equivalent procedures to those contained in this Schedule must only be allowed after prior application to and approval by the Regulator for the aeroplane operator concerned.
Commencement Information
I1Sch. 2 para. 1 in force at 26.5.2021, see art. 1
Fuel Use Monitoring MethodsU.K.
2. The aeroplane operator, with the exception of an aeroplane operator eligible to use the CERT, must choose from the following Fuel Use Monitoring Methods—
(a)Method A,
(b)Method B,
(c)Block-off/Block-on,
(d)Fuel Uplift, or
(e)Fuel Allocation with Block Hour.
Commencement Information
I2Sch. 2 para. 2 in force at 26.5.2021, see art. 1
Method AU.K.
3.—(1) The aeroplane operator must use the following formula to compute fuel use according to Method A(1)—
where—
FN = Fuel used for the flight under consideration (i.e. flight N) determined using Method A (in tonnes);
TN = Amount of fuel contained in aeroplane tanks once fuel uplifts for the flight under consideration (i.e. flight N) are complete (in tonnes);
TN+1 = Amount of fuel contained in aeroplane tanks once fuel uplifts for the subsequent flight (i.e. flight N+1) are complete (in tonnes); and
UN+1 = Sum of fuel uplifts for the subsequent flight (i.e. flight N+1) measured in volume and multiplied with a density value (in tonnes)(2).
(2) The aeroplane operator performing on an ad-hoc basis flights attributed to another aeroplane operator must provide to the latter the fuel measurement values according to the Block-off/Block-on method.
(3) Where no fuel uplift for the flight or subsequent flight takes place, the amount of fuel contained in aeroplane tanks (TN or TN+1) must be determined at block-off for the flight or subsequent flight. In exceptional cases the variable TN+1 cannot be determined. This is the case when an aeroplane performs activities other than a flight, including undergoing major maintenance involving the emptying of the tanks, after the flight to be monitored. In such case the aeroplane operator may substitute the quantity “TN+1 + UN+1” with the amount of fuel remaining in tanks at the start of the subsequent activity of the aeroplane or fuel in tanks at Block-on, as recorded by technical logs.
Commencement Information
I3Sch. 2 para. 3 in force at 26.5.2021, see art. 1
Method BU.K.
4.—(1) The aeroplane operator must use the following formula to compute fuel use according to Method B(3)—
where—
FN = Fuel used for the flight under consideration (i.e. flight N) determined using Method B (in tonnes);
RN–1 = Amount of fuel remaining in aeroplane tanks at the end of the previous flight (i.e. flight N-1) at Block-on before the flight under consideration (in tonnes);
RN = Amount of fuel remaining in aeroplane tanks at the end of the flight under consideration (i.e. flight N) at Block-on after the flight (in tonnes); and
UN = Fuel uplift for the flight considered measured in volume and multiplied with a density value (in tonnes)(4)(5).
(2) The aeroplane operator performing on an ad-hoc basis flights attributed to another aeroplane operator must provide to the latter the fuel measurement values according to the Block-off/Block-on method.
(3) Where an aeroplane does not perform a flight previous to the flight for which fuel consumption is being monitored (e.g., if the flight follows a major revision or maintenance), the aeroplane operator may substitute the quantity RN-1 with the amount of fuel remaining in the aeroplane’s tanks at the end of the previous activity of the aeroplane, as recorded by technical logs.
Commencement Information
I4Sch. 2 para. 4 in force at 26.5.2021, see art. 1
Block-off/Block-onU.K.
5. The aeroplane operator must use the following formula to compute fuel use according to the Block-off/Block-on Method(6)—
where—
FN = Fuel used for the flight under consideration (i.e. flight N) determined using Block-off/Block-on Method (in tonnes);
TN = Amount of fuel contained in aeroplane tanks at Block-off for the flight under consideration i.e. flight N (in tonnes); and
RN = Amount of fuel remaining in aeroplane tanks at Block-on of the flight under consideration i.e. flight N (in tonnes).
Commencement Information
I5Sch. 2 para. 5 in force at 26.5.2021, see art. 1
Fuel UpliftU.K.
6.—(1) For flights with a fuel uplift, unless the subsequent flight has no uplift the aeroplane operator must use the following formula to compute fuel use according to the Fuel Uplift Method(7)—
where—
FN = Fuel used for the flight under consideration (i.e. flight N) determined using fuel uplift (in tonnes); and
UN = Fuel uplift for the flight considered, measured in volume and multiplied with a density value (in tonnes)(8).
(2) For flight(s) without a fuel uplift (i.e. flight N+1, …, flight N+n), the aeroplane operator must use the following formula to allocate fuel use from the prior fuel uplift (i.e. from flight N) proportionally to block hour—
where—
FN = Fuel used for the flight under consideration (i.e. flight N) determined using fuel uplift (in tonnes);
FN+1 = Fuel used for the subsequent flight (i.e. flight N+1) determined using fuel uplift (in tonnes);
FN+n = Fuel used for the follow-on flight (i.e. flight N+n) determined using fuel uplift (in tonnes);
UN = Fuel uplift for the flight under consideration (i.e. flight N) (in tonnes)(9);
BHN = Block hour for the flight under consideration (i.e. flight N) (in hours);
BHN+1 = Block hour for the subsequent flight (i.e. flight N+1) (in hours); and
BHN+n = Block hour for the follow-on flight (i.e. flight N+n) (in hours).
Commencement Information
I6Sch. 2 para. 6 in force at 26.5.2021, see art. 1
Fuel Allocation with Block Hour(10)U.K.
7.—(1) For fuel allocation with block hour, the following calculation methods apply.
Calculation of average fuel burn ratios
(2) For an aeroplane operator which can clearly distinguish between international and domestic fuel uplifts, the aeroplane operator must compute, for each aeroplane type, the average fuel burn ratios by summing up all actual fuel uplifts from international flights, divided by the sum of all actual block hours from international flights for a given year, according to the following formula—
where—
AFBRAO,AT = Average fuel burn ratios for aeroplane operator (AO) and aeroplane type (AT) (in tonnes per hour);
UAO,AT,N = Fuel uplifted for the international flight N for aeroplane operator (AO) and aeroplane type (AT) determined using monitoring method Fuel Uplift (in tonnes); and
BHAO,AT,N = Block hour for the international flight N for aeroplane operator (AO) and aeroplane type (AT) (in hours).
(3) For an aeroplane operator which cannot clearly distinguish between international and domestic fuel uplifts, the aeroplane operator must compute, for each aeroplane type, the average fuel burn ratios by summing up all actual fuel uplifts from international and domestic flights divided by the sum of all actual block hours from these flights for a given year, according to the following formula—
where—
AFBRAO,AT = Average fuel burn ratios for aeroplane operator (AO) and aeroplane type (AT) (in tonnes per hour);
UAO,AT,N = Fuel uplifted for the international or a domestic flight N for aeroplane operator (AO) and aeroplane type (AT) measured in volume and multiplied with a specific density value (in tonnes)(11); and
BHAO,AT,N = Block hour for the international and domestic flight N for aeroplane operator (AO) and aeroplane type (AT) (in hours).
(4) An aeroplane operator’s specific average fuel burn ratios must be calculated on a yearly basis by using the yearly data from the actual reporting year. The average fuel burn ratios must be reported, for each aeroplane type, in the aeroplane operator’s Emissions Report.
Calculation of fuel use for individual flights
(5) The aeroplane operator must compute the fuel consumption for each international flight by multiplying the aeroplane operator specific average fuel burn ratios with the flight’s block hour according to the following formula—
where—
FN = Fuel allocated to the international flight under consideration (i.e. flight N) using the Fuel Allocation Block Hour method (in tonnes);
AFBRAO,AT = Average fuel burn ratios for aeroplane operator (AO) and aeroplane type (AT) (in tonnes per hour)(12)(13); and
BHAO,AT,N = Block hour for the international flight under consideration (i.e. flight N) for aeroplane operator (AO) and aeroplane type (AT) (in hours).
(6) A verification body must cross-check whether the emissions reported are reasonable in comparison to other fuel related data of the aeroplane operator.
[F1(7) Average Fuel Burn Ratio (AFBR) based on all flights for a reporting year must be rounded to at least three decimal places.]
Textual Amendments
F1Sch. 2 para. 7(7) inserted (9.11.2022) by The Air Navigation (Carbon Offsetting and Reduction Scheme for International Aviation) (Amendment) Order 2022 (S.I. 2022/1050), arts. 1, 32(2)
Commencement Information
I7Sch. 2 para. 7 in force at 26.5.2021, see art. 1
See Attachment C-1 in Volume IV of Annex 16 to the Chicago Convention for a process diagram for monitoring fuel use by flight using Method A.
See article 28 for requirements on fuel density values.
For ensuring completeness of the data, it is important to note that not only data generated during the flight under consideration (i.e. flight N) is needed, but also data generated from the previous flight (i.e. flight N-1). This is in particular important when a domestic flight is followed by an international one, or vice versa. For avoiding data gaps, it is therefore recommended that, the amount of fuel remaining in the tank after the flight or the amount of fuel in the tank after fuel uplift is always recorded on flights of aeroplanes which are used for international flights. For the same reasons, fuel uplift data for all flights of those aeroplanes should be collected, before deciding which flights are international.
See article 28 for requirements on fuel density values.
Fuel uplift is determined by the measurement by the fuel supplier, as documented in the fuel delivery notes or invoices for each flight; see Attachment C-4 in Volume IV of Annex 16 to the Chicago Convention for a process diagram for collecting the required data to implement Method B.
See Attachment C-5 in Volume IV of Annex 16 to the Chicago Convention for a process diagram for monitoring fuel use by flight using Method Block-off / Block-on, and Attachment C-6 in Volume IV of Annex 16 to the Chicago Convention for the process for collecting the required data to implement Method Block-off / Block-on.
See Attachment C-7 in Volume IV of Annex 16 to the Chicago Convention for a process diagram for monitoring fuel use by flight using the Fuel Uplift Method.
See article 28 for requirements on fuel density values.
Fuel uplift is determined by the measurement by the fuel supplier, as documented in the fuel delivery notes or invoices for each flight.
See Attachment C-8 in Volume IV of Annex 16 to the Chicago Convention for a process diagram for monitoring fuel use by flight using Fuel Allocation with Block Hour method.
See article 28 for requirements on fuel density values.
AFBR based on all flights for a reporting year and rounded to at least three decimal places.
The Verification Report of the external verification body includes an assessment of the aeroplane operator specific average fuel burn ratio per ICAO aircraft type designator used.